Train stopping and signaling system.



' L. 0. HANSEN. TRAIN STOPPING.- AND SIGNALING SYSTEM.

APPLIOATIOKFILED MAY 27, 1913.

1, 117,042, Patented Nov. 10, 1914.

3 SHBETSSHEET 1.

Ed w IIIIIIIII- L. C. fizz/725cm.

WMeomwffamfinni f W W my I 1 n5 NORRIS PETERS CO.. FHbm-LlTh t, WASMINGYON. l1!v 1 L. C. HANSEN.

TRAIN STOPPING AND SIGNALING SYSTEM. APPLICATION FILED M5127, 1913.

1,1 17,042, Patented Nov. 10, 1914.

3 SHEETS-SHEET 2.

wi/bmwm THE NORRIS PETERS C0 PHOTO4LITHO. WASHINGTON, o. c.

L. O. HANSEN.

TRAIN STOPPING AND SIGNALING SYSTEM.

APPLIGATIQN FILED MAY 27, 1913.

1, 1 1 7,042, Patented Nov. 10, 191i 3 SHEETS-SHEET 3.

lwue/wiioz J G. Hansen.

wi/bneoow V NGRRIS PETERS C0,, PH m'L'TH U wAsnnvcraN D. c

UNITED STATES PigENT OFFICE.

LAURITS C. HANSEN, OF LIBERTY, SASKATCHEWAN, CANADA.

TRAIN STOPPING AND SIGNALING SYSTEM.

To all whom it may concern:

Be it known that I, LAURITS O. HANSEN, a citizen of Canada, residing at Liberty, in the Province of Saskatchewan and Dominion of Canada, have invented new and useful Improvements in Train Stopping and Signaling Systems, of which the following is a specification.

This invention relates to improvements in train stopping and signaling systems and has particular application to automatic train stopping and signaling systems.

In carrying out the present invention, it is my purpose to provide a system of the class described whereby when two approching'trains have entered the danger zone or protected track area, such trains will be brought to an immediate standstill and wherein a train operating over or traversing a particular portion of the track will set a signal at each end of such portion so that the engineers of'approaching and following trains will be advised as to the condition of the trackway.

It is also my purpose to provide an automatic train stopping and signaling system of the block type whereby when two approaching trains enter the same block or protected track area such trains will be brought to an immediate standstill and wherein the signals will be set at each end of the block so as to notify the engineers of approaching and following trains of the condition of the trackway, such approaching and following trains causing the operation of signals in proximity to those operated by the train within the particular block so that the engineer of the latter train will be advised as to whether a train is approaching or following him.

Furthermore, I aim to provide a system of the type set forth wherein signal mechanisms will be arranged at the meeting ends of the blocks, each mechanism including a pair of signal blades, one for each block, and an electric motor common to both blades and connected thereto in such manner that when the motor is rotated in one direction by the presence of a train'in the respective block, the particular signal blade of such block will be thrown to danger position,

Specification of Letters Patent.

Application filed May 27, 1913.

Patented Nov. 10, 1914'.

Serial No. 770,271.

while when the motor is rotated in the reverse direction due to the presence of a train in the other block, the other signal blade will be moved to danger position without affecting the first blade.

lVith the above and other objects in view, the invention consists in the construction, combination and arrangement of parts here inafter set forth in and falling within the scope of the claims.

In the accompanying drawings; Figure 1 is a diagrammatic view of a combined train stopping and signaling system constructed in accordance with the present invention. Fig. 2 is a similar view of the train stopping system alone. Fig. 3 is a like view of the signaling system. Fig. 4 is a view in side elevation of the signal mechanism. Fig. 5 is a horizontal sectional view through the casing carrying the motor, the latter being shown in top plan, and Fig. 6 is a detail view showing one of the connecting devices between the motor and the respective signal blade.

Referring now to the accompanying drawings in detail, the numerals 1, 1 designate the parallel lines of rails forming the trackway over which trains are designed to travel, while 2 indicates the conductor or third rail arranged alongside of the lines of rails 1 and parallel therewith and formed of a number of sections 3 having the confronting ends thereof insulated from one another as at 4 so as to divide the trackway composed of the lines of rails 1, 1 into blocks, the sections 3 of the third rail being of any number and desired length.

My improved train stopping mechanism is designed to operate when two trains have entered the same block head on, that is to say, when two trains are approaching each other, so as to avoid a collision and for this purpose each train operating over the line carries a suitable source of electrical energy, such, for instance, as a direct current generator or dynamo 5 feeding a circuit 6 having connected in series in one leg thereof controlling devices 7, 7 each, in the present instance, in the form of an electromagnet, while connected in series with the other leg of the circuit is an overload circuit breaker 8, the free terminal of the first leg of the circuit being tapped onto a contact roller 9 depending from the locomotive and riding on the third rail 2, while the free terminal of the other leg is connected to an axle of the locomotive as at 10 and grounded upon the lines of rails 1. Bridging the legs of the circuit beyond the overload circuit breaker with respect to the generator or dynamo is a high resistance 11 by means of which, irrespective of the bridging of the track rails and the third rail, current will flow through the generator circuit and so maintain the controlling devices 7, 7 energized.

In thepresent instance, I have shown my train stopping mechanism as applied to a steam railroad and when used in this connection, the magnets 7, 7 control the valves located inthe steam main and the train line air pipe. The steam main of the locomotive is designated as 12 and at an appropriate point therein is provided with a valvecasing 13uponwhich is mounted for sliding movement avalve 14 having the stem thereof eX- tended outwardly of the casing and connected to the central portion of a lever 15 fulcrumed at one end as at 16 upon a standard 17; and having the opposite end thereof equipped with. an armature 18 disposed within the influence of the respective magnet 7, a coiled contractile spring 19 or other suitable form of tension device having one end thereof connected to the armature end of the lever and the opposite extremity fastened to an appropriate part of the engine cab. The respective magnet 7 controllingthe steam valve 14 normally holds the latter open, while when the magnet is deenergized the spring 19 reacts to slide the valve to closed position and thereby cut off communication between the steam dome of the boiler and the engine cylinder. The trainline air pipe is indicated at 20 and is equipped with the usual engineers brake valve 21, while leading around such valve 21 isa by-pass 22 provided with a valve casingv 23 housing a sliding valve 24 having the stem 25 thereof projected outwardly of the casing 23 and pivotally secured to the central; portion of a lever 26. One end of the lever 26 is fulcrumed as at 27 to a standard 28 while the opposite extremity thereof carries an armature 29 disposed within the infiu'ence of the other magnet 7, a coiled contractile'spring 30 having one end connected to the armature end of the lever 26 and the closed position so as to shut off the by-pass 22 and permit the engineer to have complete control of the air brakes through the line air pipe 20 and the brake valve 21. As

long as the trains enter the blocks singly, the generator circuit remains closed and the controlllng devices 7, 7 energized thereby holding the valves 14 and 24 in inactive position. hen, however, two trains enter the same block head on,-the generators 5, 50f such trains are connected in series by way of the lines of rails of the trackway and the respective section of the third rail 2, thereby energizing the magnets of the overload circuit breakers 8 with the efiect to break the generator circuit on each train. When this occurs, the magnets 7, 7 become denen gized and sorelease the armatures 18 and 29 whereby the springs 19 and 30, respectively, act to move the valves 14 and 24 to active positions thereby cutting off commu-' nication between the engine cylinders and the boiler and bleeding the train line air pipe. Thus, the trains are brought to an immediate standstill. It may be here stated that all trains operating over the line in the same direction, have similar poles of the sources of energy thereon connected up with the third rail and the lines of rails of the trackway, while when'trains are approaching each other, the sources of energy thereon present unlike poles to the third rail and track rails thereby connecting the generators of such trains in series when the latter have entered the protected track area or the same block. If desired, pole changers may be employed to insure thetproper connections between the electromagnets on each train and the third rail and lines of rails of 1 the trackway, as will be readily understood be thrown to danger position through. the

medium of a single electric motor of the separately excited or reversible type and such motor is adapted to be placed. in communication with one or the otherof two supply circuits, one of such circuits feeding current through the armature to the motor in one direction, while the other circuit feeds the current through the armature in the opposite direction, thereby enabling the rotation of such armature to be reversed. Each motor circuit is controlled from one of the respective blocks-and such controlling circuit is supplied with energy from the train carried generator of a train entering the same. Thus, it will be seen that when a 1 train enters one of the blocks, the control p I ling circuit will close the particular motor circuit to cause the motor to rotate in one direction, while when a train enters the adjacent block, the other motor circuit will be 4 closed so that the rotation of the armature of the motor will be reversed. The signal blades are connected up to the motor in such manner that when the motor operates in one direction due to the presence of a train in the respective block, the signal blade controlling such block is thrown to danger position without influencing the other blade, while when a train enters the other block, the respective blade in such block is moved to danger position without affecting the other blade.

Located at the meeting ends of adjacent blocks is a standard or post 31, while pivot ally mounted upon such post adjacent to the upper end and upon opposite sides thereof are signal blades 32, 32 each controlling one of the respective blocks. In the present instance, these blades are movable through the upper quadrant in contradistinction to the lower quadrant and each is provided adjacent to one end thereof with a bulls eye 33, adapted when the blade is thrown up to danger position, to aline with an incandescent lamp 34 carried by an arm 35 secured to the post 31 and extending outwardly therefrom. Suitably fastened to the post 31 below the blades 32 is a casing or housing 36 inclosing a separately excited electric motor 37 having an armature capable of rotation in relatively reverse directions and connected up with the signal blades in such manner as to operate the same independently of each other and in accordance with the direction of rotation thereof. In the present instance, the connections between the motor 37 and the signal blades 32, 32 embody abevel gear 38 keyed upon one end of the armature shaft and meshing with bevel gears 39, 39 keyed upon opposite ends of a shaft 40 journaled in suitable bearings upstanding from the bottom of the casing or housing 36. Loosely surrounding the opposite ends of the shaft 40 are pinion's 41, 41 each meshing with a rack bar 42 slidably mounted within the casing and connected through the medium of a cable, cord or the like 43 with the rear end of the respective signal blade 32, the cable or cord 33 being trained over suitable guide sheaves so as to insure the operation of the blade. Each pinion 41 is adapted to be clutched up to the shaft 40 when the latter rotates in one direction so as to impart movement to the respective rack bar 42, while when the direction of movement of the shaft 40 is reversed, the pinion remains idle. Any suitable form of clutch mechanism may be employed for this purpose such, for instance as that illustrated in Fig. 6. Fixed upon the pole or standard 31 are magnets 44, while suitably secured to the rear end of each signal blade 32 is an armature 45, adapted, when the blade is thrown to danger position to contact with the pole of the respective magnet 44 whereby the latter, being energized in a manner presently described, will hold. the blade in danger position subsequent to the. operation of the motor. As before stated, the motor 37 is supplied with current from either one of two circuits through eachof which the current is adapted to flow in a direction reverse to the'current flow in the other, one of such motor circuits being indicated at A, while the other is designated at B. Each motor circuit A, B includes a suitable source of electrical energy such, for instance, as a battery 46, a conductor 47 connected to one side of the battery and leading to a contact point 43 adapted to be engaged by an armature 49 from which latter leads a conductor 50 terminally connected to a common wire 51 including in series the lamp 34, motor 37 and magnets 44, as clearly illustrated in the diagrammatic view, the free terminal of the common wire 51 being tapped onto the relatively opposite poles of the batteries 46, 46. In the present instance, each armature 44 is held in open position by means of a contractile spring 52 and is disposed within the influence of a magnet 53 located in a control ling circuit 54, one of such controlling circuits being tapped onto the respective rails of one block controlled by the particular signal mechanism while the other controlling circuit is tapped onto the respective rails of the ad acent block controlled by such signal mechanism.

From the foregoing description taken in connection with the accompanying drawlngs, the construction and mode of operation of my invention will be readily apparent. It will be seen that when a train enters a block, the respective controlling circuit will receive current from the source of energy 5 on the train thereby energizing the magnet 53 with the effect to swing the armature into engagement with the contact 4S and assuming a train to be present in the block to the right in Fig. 3, it will be seen that the motor circuit B will be closed whereby current will flow from the respective battery 46 through the wire 51 including the motor 37 and the lamp 34, the wire 50, armature 49, contact 48, wire 47 and magnet 44 therein, back to the other side of the battery. As the armature of the motor rotates, motion will be transmitted to the respective signal blade 32 controlling the said block thereby swinging such blade to danger position, while the other blade will remain inactive incident to the clutch connection between the shaft 40 and the respective pinion 41 of such blade. On the other were hand, should a train enter the blocl; at the left/of Fig. 3, it: will be seen that the motor circuit ,Will be closed whereby current will flow through the armature of the motor in a relatively reverse direction thereby rotating e stopping mechanism will operate as aforesaid, Should the, train in the block to the right of Fig. 3 be approaching the trainin the blockto the left, ofsuch figure, however, it will. be seen that the engineer of each train, seeing both signal blades in danger position, will be advised as tofthe condition of the track'ahead, thereby enabling the engineers to control their trains'in-accordance With the circumstances; Will-be observed that the lamp and magnets will energized from either one of the circuits A, While the motor, being of a separately excited type, Will operate in'one direction or the other according to which circuit is closed;

In order to avoid the deenergiz ation, of

' the controlling devices 7, 7, ona trainxvhen the same enters a block, incident to the respective magnet 53 being placed incircuit Withithe generator 5 on such train,, I preferably insert in series with the magnet a resistance 55. y

While I have herein shown and described one preferred form of my invention by Way of illustration, I desire to have understood that I donot limit orconfine myself to the precise details of construction herein described and delineated, as modification and variation may be made Within the scope of the claims and Without departing from the spirit of the invention.

I claim: I

1. In a train signaling system, a trackwa'y divided into blocks, train carried sources of energy, signal mechanisms located at the meeting ends of the blocks and eachcomprising a pair of signal blades controlling adjacent blocks, a reversible motor common to both signal blades, connections between said motor and each blade whereby the blades will be operated independently of each other according to the direction of rotation of the motor armature, two circuits for each motor each adapted to send current therethrough in a direction reverse from the other, and electroresponsive devices controlled from adjacent blocks and adapted to be energized from the source of energy on a train present in its corresponding block to energize the respective electroresponsivedevice to close the respective motor circuit whereby the motor will operate to move the particular signal blad I dividd into blo'cks, mi carriedisounce e a; he energize? firm 2., Ina train signalingsystem, a.

energy, signal mechanisms located; at meeting ends'oij the blocks and each,"c9

adjacent blocks, a, reversible motor "co to'both of said signal blades, connecti tween said motor and each bladejiyher the blades. will be, Operated independent each otherjaccordin g to the direction 'or tation of the motorarmature, 'tyiio. d ea h m tcr ach ap djtoj en rent 'therethrough in direction from the other,'an'arlnatuijein' eac'lr 'rc a an e mag f r eac time me; i said electromagnets being controlle i -1 80,. tively from adjacent blocks and 'c whereby each magnet is adapted t A .7 s .111 AH, erglzed from the source of energy en a a train presentin its corresponding'blocl; to energize the respective ei 'camagnln 7 l he resp c meto r iifi the mete l p t lo-move the; pa; lair. signal blade,

' 35 a res na ing sy ems. a treckrar i. d vided into blocks, train amneaseames 9;: energy, signal mechanisms located at f meeting ends of the blocks and' each pri ingtwo sign adesv onft cl ingfl idliq C nt blocks, a reversible motor: c'irnno to both of; said signal blades, conneetion" tween said motor and each blade; Willi: the bla s w be p ted ren my: I- eacli other accordingao the. di ion rotation of the motor armature, t'vvo C re v ii'o jeachfniotor each adapted to send r nt t eth 'oug in a airmen from the other, a signal lamp connectedin 1 circuit: with said motor and adapted toy be energized from one or theotherpiffsaid 'cir} cuits, and electroresponsive devices "c trolled from adj acent'blocks and adapt U v be energized from the source of .energyion;

a train present in itscorresponding i t ene g h esp t e ec r esressir device to close the respectivernoter cireuift 110 cated at'the meeting ends ofthe blocks each comprising tivo signal c ii trollmg adjacent blocks, a reverslblenijoter e mon t o of said s e'nalb ad J .,c9nn-- i' i tions between said motor and martian 12o .-.\Yl1e1eby the vblades Will be operated indelv pendently of each other according to 'th 1,- rection of rotation of the motor armatl e, two circuits for each motor each adapt send current therethrough in a directi e verse from the other, a signalllamp con nected in circuit With said. motorand' ad of said circuits, electroresponsive devices controlled from adjacent blocks and adapted to be energized from the source of energy on a train present in its corres onding 5 block to energize the respective e ectroresponsive device to close the respective m0- tor circuit whereb the motor will operate to move the particular signal blade, and means in each circuit and adapted to maintain the actuated signal blade in operative .0 position succeeding the energization of the motor.

In testimon whereof I afiix my signature in presence 0 two witnesses.

LAURITS C. HANSEN. Witnesses:

A. R. TINGLEY, ALBERT OLSON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0." 

